Modular pedal assembly for vehicles

ABSTRACT

In some embodiments, a vehicle or utility vehicle pedal assembly and method are disclosed. The pedal assembly may be modular and readily adaptable for use on vehicles and utility vehicles having either an electric motor drive system or an internal combustion engine drive system. Thus, in some embodiments the module includes a base, a plurality of pedals coupled to the base, and an output regulator coupled to the base. Other embodiments disclose a parking brake engagement assembly comprising a toothed element, an engagement element selectively engageable with the toothed element, and an arm to the control the engagement between the toothed element and the engagement element. Yet other embodiments disclose a non-contact sensor coupled to the brake system to selectively illuminate the brake lamps of a vehicle or utility vehicle. Further embodiments disclose a timer coupled to the brake system to selectively illuminate the brake lamps.

This application claims priority to U.S. Provisional Application Ser.No. 60/442,577, filed Jan. 24, 2003, the entire contents of which areincorporated herein by reference.

BACKGROUND AND FIELD OF THE INVENTION

This invention relates to vehicles such as golf cars, utility vehicles,and neighborhood vehicles, and more particularly to accelerator pedalsand brake pedals for such vehicles.

Conventional golf cars and utility vehicles may be expensive and timeconsuming to assemble. This is because most conventional vehicles andutility vehicles are assembled one piece at a time, stacking each uponthe next, and the amount of time and labor required to assemble aconventional vehicle may be substantial because of this process. Golfcars and utility vehicles may have either an electric motor drive systemor an internal combustion engine drive system, and the footprint andpackaging of an electric drive system may be significantly differentthan the footprint and packaging of a gas drive system. Therefore,during the assembly of a conventional golf car or utility vehicle, thedifference in the sizes and shapes of parts may require as much as twoseparate chassis for electric and gas drive vehicles, and mostconventional accelerator assemblies are different for an electric drivevehicle then for a gas drive vehicle. This is because the parts coupledto the accelerator and the interconnection of the accelerator with thedrive system may vary significantly between drive systems.

SUMMARY OF THE INVENTION

In one aspect, the present invention is a modular pedal assembly for usewith a vehicle that includes a motor, a control circuit operativelyconnected with the motor, and a brake assembly. The pedal assemblycomprises a base removably connectable with the vehicle and a brakepedal movably coupled with the base and operatively coupleable with thebrake system. An accelerator pedal is movably coupled with the base soas to be displaceable between a first position and a second position andis operatively coupleable with the motor or and the control circuit.Further, a sensor is configured to sense displacement of the acceleratorpedal and is electrically connectable with the control circuit, suchthat the circuit regulates and/or operates the motor when the sensorsenses displacement of the accelerator pedal.

In another aspect, the present invention is a modular pedal assemblymountable as a module upon a golf car having either a gas engine or anelectric motor drive. The modular pedal assembly has a mounted state, inwhich the modular pedal assembly is mounted in the vehicle, and anunmounted state. The modular pedal assembly comprises a base adapted tobe mounted in a vehicle in the mounted state and a first pedal pivotallycoupled to the base in the unmounted state of the modular pedalassembly. The first pedal has a portion coupled to the brake assembly inthe mounted state of the modular pedal assembly. A second pedal ispivotally coupled to the base in the unmounted state of the modularpedal assembly and has a portion coupled to the drive in the mountedstate of the modular pedal assembly. The second pedal has an unactuatedstate and an actuated state, the actuated state being defined by pivotalmovement of the second pedal with respect to the base. Further, acontrol output regulator is coupled to the second pedal in the unmountedstate of the modular pedal assembly and is also electrically coupled tothe drive assembly in the mounted state of the modular pedal assembly.The control output regulator is adaptable to be used with vehiclesdriven by gas engines and electrical motors and has a sensor positionedto detect the pivotal position of the second pedal and configured tocommunicate the position to the drive in the mounted state of themodular pedal assembly.

In a further aspect, the present invention is a method of making avehicle comprising the following steps: fabricating a vehicle body;selecting a type of drive system for the vehicle, including selectingone of an electric motor and a gas engine; coupling one of an electricmotor and gas engine to the body corresponding to the type of drivesystem selected; coupling a brake system to the body; assembling amodular pedal assembly; coupling the modular pedal assembly to the body;and coupling the modular pedal assembly to the drive system and to thebrake system. Assembling the modular assembly includes the substeps of:providing a base; coupling a brake pedal to the base; coupling anaccelerator pedal to the base, the accelerator pedal having anunactuated state and an actuated state; selecting a control outputregulator corresponding to the type of drive system selected, includingselecting one of a gas control output regulator and a motor controloutput regulator; and coupling the control output regulator selected tothe accelerator pedal, the control output regulator having a sensor tosense the state of the accelerator pedal. In yet another aspect, thepresent invention is a golf car fabricated by the above-recited method.

In an even further aspect, the present invention is a modular pedalassembly mountable as a module in a vehicle, the modular pedal assemblyhaving a mounted state in which the modular pedal assembly is mounted inthe vehicle and an unmounted state. The modular pedal assembly comprisesa base adapted to be mounted in a vehicle in the mounted state and abrake pedal pivotally coupled to the base in the unmounted state of themodular pedal assembly. An accelerator pedal is pivotally coupled to thebase in the unmounted state of the modular pedal assembly and a parkingbrake assembly is coupled to the base in the unmounted state of themodular pedal assembly. The parking brake assembly is moveable between acoupled and uncoupled position with respect to the brake pedal. Further,the parking brake assembly has an engagement element, with theengagement element having a projection or/and a recess, and a recessor/and a projection being provided on the brake pedal. The projectionand/or recess on the engagement element is selectively engageable withthe recess and/or projection on the brake pedal, engagement of theprojection and/or recess on the engagement element with the recessand/or projection defining the coupled position of the parking brakeassembly. Further, an arm is coupled to the brake pedal and has a firstposition and a second position with respect to the engagement element.The first position of the arm restricts engagement of the engagementelement with the brake pedal and defines the uncoupled position of theparking brake assembly and the second position of the arm allowsengagement of the engagement element with the brake pedal and definesthe coupled position of the parking brake assembly.

In yet another aspect, the present invention is a method of assembling avehicle having a modular pedal assembly, the method comprising the stepsof: fabricating a vehicle chassis; coupling a drive system to thechassis; coupling a brake system to the chassis; assembling a parkingbrake assembly, assembling a modular pedal assembly; coupling themodular pedal assembly to the body as a module; and coupling the modularpedal assembly to the drive system and to the brake system. The step ofassembling a parking brake assembly includes the substeps of providing acarriage; and coupling a pawl to the carriage. Further, the step ofassembling a modular pedal assembly includes the substeps of: providinga base; coupling a brake pedal to the base, the brake pedal having atoothed portion for selective engagement with the pawl and an armpivotally coupled to the brake pedal, the arm selectively engageablewith a portion of the parking brake assembly; coupling an acceleratorpedal to the base, the accelerator pedal having an unactuated state andan actuated state; positioning the parking brake assembly adjacent thebrake pedal and the accelerator pedal for selective engagement with thebrake pedal and the accelerator pedal; and coupling the parking brakeassembly to the base for movement between an engaged position and adisengaged position with respect to the brake pedal;

In yet an even further aspect, the present invention is a brake lampillumination system for a vehicle having a braking system operable witha brake pedal, the brake pedal having an actuated state and anunactuated state. The brake lamp illumination system comprises a circuithaving an open state corresponding to the unactuated state of the brakepedal and a closed state corresponding to the actuated state of thebrake pedal. A non-contact switch is coupled to the circuit and adjacentthe brake pedal, the non-contact switch having a transmitter and areceiver, the transmitter being capable of communicating with thereceiver with the brake pedal in the unactuated state and incapable ofcommunicating with the receiver with the pedal in the actuated state.Further, a brake lamp is coupled to the circuit, the light having anon-illuminated state when the circuit is open and an illuminated statewhen the circuit is closed.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention is further described with reference to the accompanyingdrawings, which illustrate one or more embodiments of the invention.However, it should be noted that the invention as disclosed in theaccompanying drawings is illustrated by way of example only. The variouselements and combinations of elements described below and illustrated inthe drawings may be arranged and organized differently to result inembodiments which are still within the spirit and scope of the presentinvention in the drawings, wherein like reference numeral indicate likeparts:

FIG. 1 is a perspective view of a vehicle having a modular pedalassembly in accordance with the present invention;

FIG. 2 is a partial prospective view of the vehicle illustrated in FIG.1 showing the modular pedal assembly;

FIG. 3 is a perspective view of a portion of the decorative body of thevehicle illustrated in FIG. 1;

FIG. 4 is a perspective view of one embodiment of the underbody orchassis of the vehicle illustrated in FIG. 1;

FIG. 5 is a partial perspective view of the underbody illustrated inFIG. 4;

FIG. 6 is a perspective view of the modular pedal assembly illustratedin FIG. 5 showing the portions of the pedal assembly located under thebase, including portions of the pedals and a control output regulator;

FIG. 7 is a perspective view of the modular pedal assembly illustratedin FIG. 5 showing some of the outputs of the modular pedal assembly;

FIG. 8 is a partial perspective view of the modular pedal assemblyillustrated in FIG. 5 with the control output regulator removed andshowing several elements of the parking brake assembly;

FIG. 9 is a partial perspective view of the modular pedal assemblyillustrated in FIG. 5 with the control output regulator removed andshowing several of components of the modular assembly, including theparking brake assembly;

FIG. 10 is a perspective view of the modular pedal assembly illustratedin FIG. 5 removed from the base;

FIG. 11A is a more diagrammatic view of one embodiment of a controloutput regulator for use with a electric drive vehicle and components ofthe electric vehicle;

FIG. 11B is a more diagrammatic view of one embodiment of a controloutput regulator for use with a gas drive vehicle and components of thegas vehicle;

FIG. 12 is a perspective view of the accelerator pedal assembly,including a pedal, a shaft, a pin, an output portion, and a biasedportion;

FIG. 13A is a perspective view of a portion of the parking brakeengagement assembly, including a carriage, a lever, a roller, and anengagement element having a projection;

FIG. 13B is a perspective view from a different angle of the portion ofthe parking brake engagement assembly illustrated in FIG. 13A;

FIG. 14 is a perspective view of the brake pedal assembly illustrated inFIG. 10, including the service brake pedal having a toothed portion andan output portion, the parking brake pedal, and an arm;

FIG. 15 is a partial perspective view of the reverse side of the brakepedal assembly illustrated in FIG. 14 showing the parking brake pedalnested within a portion of the service brake pedal and interconnected tothe service brake pedal;

FIG. 16 is a partial perspective view of the pedal assembly illustratedin FIG. 10 showing the pedals in the unactuated state and the parkingbrake in the disengaged;

FIG. 17 is a partial perspective view of the pedal assembly illustratedin FIG. 16 showing arm coupled to the brake pedal assembly preventingthe parking brake engagement assembly from engaging the toothed portionof the brake pedal assembly;

FIG. 18 is a partial perspective view of the pedal assembly illustratedin FIG. 10 showing the service brake pedal in the actuated state and theparking brake engagement assembly held in the disengaged position by thearm;

FIG. 19 is a partial perspective view of the pedal assembly illustratedin FIG. 10 showing the parking brake pedal in the actuated state withrespect to the service brake pedal and the arm rotated, allowing theparking brake engagement assembly to abut the toothed portion;

FIG. 20 is a partial perspective view of the pedal assembly illustratedin FIG. 10 showing the service brake pedal actuated and the parkingbrake pedal in the actuated with respect to the service brake pedal,placing the pedal assembly in the parked state;

FIG. 21 is a partial perspective view of FIG. 20 showing the arm rotatedand the projection of the engagement element engaged with the toothedportion of the service brake pedal assembly;

FIG. 22 is a partial perspective view of FIG. 20 showing the acceleratorpedal in an unactuated state and the lever of the parking brakeengagement assembly abutting the pin on the accelerator pedal assembly;

FIG. 23 is a partial perspective view similar to FIG. 22 showing theaccelerator pedal assembly actuated and the lever of the parking brakeengagement assembly no longer abutting the pin on the accelerator pedalassembly;

FIG. 24 is a simplified side view of the pedal assembly illustrated inFIG. 10 showing some of the components comprising the parking brakeengagement assembly including the arm, the engagement element, and theserrate portion;

FIG. 25A is a simplified side view of the pedal assembly illustrated inFIG. 24 showing the cam surface on the arm engaging a roller on thecarriage to prevent engagement of the parking brake as the service brakeis actuated;

FIG. 25B is a simplified side view of the pedal assembly illustrated inFIG. 24 showing the cam surface on the arm disengaged from the roller onthe carriage due to actuation of the parking brake pedal with respect tothe service brake and allowing engagement of the parking brake;

FIG. 26 is substantially the same view as illustrated in FIG. 25B withthe arm and roller removed for clarity;

FIG. 27A is a simplified side view of the pedal assembly illustrated inFIG. 24 showing parking brake engaged, the accelerator pedal assembly inthe unactuated state, and the lever of the parking brake engagementassembly abutting the pin on the accelerator pedal assembly;

FIG. 27B is substantially the same view as illustrated in FIG. 27Ashowing the parking brake becoming disengaged due to actuation of theaccelerator pedal assembly;

FIG. 28 is a more diagrammatic illustration of non-contact switchcoupled to a brake pedal, a timer, and brake lamps;

FIG. 29 is a more diagrammatic illustration of the accelerator pedal,depicting two limit positions of the pedal; and

FIG. 30 is a more diagrammatic illustration of the brake pedals,depicting two limit positions of the pedal.

DETAILED DESCRIPTION OF ILLUSTRATED EMBODIMENTS

Referring to the drawings in detail, wherein like numbers are used toindicate like elements throughout, there is shown in FIGS. 1-29 apreferred construction of a modular pedal assembly 10 for use with avehicle 1, the vehicle 1 including a motor 2, a control circuit 3operatively connected with the motor 2, and a brake assembly 4. Themodular pedal assembly 10 basically comprises a base 11 removablyconnectable with the vehicle 1, an accelerator pedal 12 and at least oneand preferably two brake pedals 13, 14 movably coupled with the base 11,and at least one sensor 15 configured to sense displacement of theaccelerator pedal 12. As depicted in FIG. 29, the accelerator pedal 12is displaceable between a first, initial position P_(A1), at which thepedal 12 is in an “unactuated state”, and a second, maximum travelposition P_(A2), the pedal 12 being in an, “actuated state” at thesecond position P_(A2) and all positions between the two limit positionsPA_(A1), P_(A2). Preferably, the accelerator pedal 12 is pivotallycoupled with the base 11, so as to be angularly displaceable about anaxis 12 a, and is operatively coupleable with the motor 2 and/or withthe control circuit 3. Each brake pedal 13, 14 is preferably pivotallycoupled with the base 11, so as to be angularly displaceable about anaxis 13 a, 14 a between a first, initial position P_(B1) and a second,maximum travel position P_(B2) (FIG. 30) and are each operativelycoupled with the brake assembly 4 of the vehicle 1, as discussed below.The “service” brake pedal 13 is used for braking or stopping of thevehicle 1 during vehicle operation and the “parking” brake pedal 14 isused to maintain the brake assembly 4 engaged with the wheel shafts (notshown) and is releasably lockable at the second position P_(B2).Preferably, the accelerator pedal 12 is operatively coupled with theparking brake pedal 14, such that when the brake pedal 14 is locked atthe second position P_(B2), displacement of the accelerator pedal 12releases the parking brake pedal 14 from the second position P_(B2).

Further, the one or more sensors 15 are each configured to sensedisplacement of the accelerator pedal 14 and each is electricallyconnectable with the control circuit 3. As such, the control circuit 3regulates and/or operates the motor 2 and/or operates the motor 2 whenthe sensor 15 senses displacement of the accelerator pedal 12, i.e.,when the accelerator pedal 12 “actuates” by displacing from the initialposition P_(A1) toward the second, maximum travel position P_(A2).Preferably, the one or more sensors 15 are incorporated into a controloutput regulator 16 of the pedal assembly 10 that also includes ahousing 24 or 34, the sensor(s) 15 being disposed within the housing 24or 34. The housing 24 or 34 is removably connected with the base 11 soas to position the sensor 15 generally proximal to the accelerator pedal12, as described in further detail below.

Referring to FIGS. 11A and 11B, the modular pedal assembly 10 may beused with a vehicle 1 having a motor 2 that is either an electric motor28 or an internal combustion or “gas” engine 37, the primary differencebeing the particular control output regulator 16 connected with the base11. More specifically, when the motor 2 is an electric motor 28, thevehicle 1 includes a battery 31 and the control circuit 3 includes acontroller 27 configured to regulate either the voltage or the currentbetween the battery 31 and the motor 28. An “electric” motor controloutput regulator 23 preferably includes a housing 24 and two sensors 15disposed within the housing 24, specifically a first sensor 25 and asecond sensor 26. The first sensor 25 is a limit switch electricallyconnected with the controller 27 such that the controller 27 is“turned-on” when the pedal 12 displaces from the initial position P_(A1)and towards the second position P_(A2). The second sensor 26 is variableresistor or potentiometer configured to generate a signal proportionalto a displacement d_(A) of the accelerator pedal 12 from the initialposition P_(A1), such that the controller 27 adjusts either the voltageor current to the motor 28 to be generally proportional to pedaldisplacement d_(A) (FIG. 29).

Alternatively, when the motor 2 is a gas engine 37, the engine 37 has atleast one and preferably a plurality of spark plugs and a starter motor,and the control circuit 3 includes a starter circuit with a solenoid 39operatively coupled with the starter motor and a magneto 41 electricallycoupleable with the spark plugs, as depicted in FIG. 11B. A “gas” motorcontrol output regulator 33 preferably includes a housing 34 and twosensors 15 disposed within the housing 34, specifically a first sensor35 and a second sensor 36. The first sensor 35 is a limit switchelectrically connected with the solenoid 39 such that the solenoid 39 iselectrically connected with the starter motor of the engine 37 when theaccelerator pedal 12 displaces from the initial position P_(A1) andtowards the second position P_(A2). The second sensor 37 is a limitswitch electrically connected with the magneto 41 such that the magneto41 is electrically coupled with the spark plugs when the acceleratorpedal 12 displaces from the initial position P_(A1). Further, with a gasengine 37, the engine 37 preferably includes a carburetor 43 with athrottle and the accelerator pedal 12 is operatively connected with thethrottle by means of a cable 43 a. Having described the basic componentsand operation of the present invention, these and other elements of themodular pedal assembly 12 are described in greater detail below.

Referring first to FIGS. 1-4, the modular pedal assembly 10 ispreferably used with a vehicle 1 that is constructed as a golf car 1 (asshown) or a utility vehicle. The preferred vehicle 1 includes a body orchassis 5 that has an underbody portion 6 to which the modular pedalassembly 10 is preferably mounted. Specifically, the underbody portion 6includes a mounting cavity 7 sized to receive the pedal group 10, asdiscussed in further detail below. Although preferably used with theabove-described vehicle 1, the modular pedal assembly 10 of the presentinvention may be used with any other type of vehicle. For example, themodular pedal 10 may be used with a vehicle 1 that is a standardpassenger automobile, a sports utility vehicle, a commercial truck, anoff-road vehicle (e.g., dune buggy) having any type of drive systemand/or other appropriate structure for connecting the pedal assembly 10with the vehicle 1 (no alternatives shown).

Preferably, the pedal assembly 10 is coupled to the vehicle 1 as amodular unit or “module”. Specifically, the base 11 is connectable withthe vehicle 1 to connect the entire modular pedal assembly 10 to thevehicle 1 and the base 11 is alternatively removable from the vehicle 1to remove the entire modular pedal assembly 10 from the vehicle 1. Asuch, the pedals 12, 13 and 14 are coupled or connected with the base 11 before the base 11 is mounted on the vehicle 1, and then the pedals12, 13, 14 are correctly positioned on the vehicle 1 when the base 11 isconnected or mounted thereto. FIGS. 4 and 5 illustrate how a modularpedal assembly 10 may be mounted with respect to vehicle 1, preferablyto the body 5 of the vehicle. Preferably, the vehicle body or chassis 5has an aperture or mounting cavity 7 designed to receive and secure themodular pedal assembly 10 to the vehicle 1. Furthermore, theaperture/cavity 7 of the chassis 5 is designed to house and protect manyof the moving and electrical parts (if any) from the environment.

As illustrated in FIG. 5, the modular pedal assembly 10, including thebase 11, the pedals 13, 14, and a control output regulator 16, is placedwithin the cavity 7 of the chassis as an assembled module. As such, verylittle manipulation or adjustment of the modular pedal assembly 10 isrequired once placed onto the chassis 5. In the illustrated embodiment,for example, the brake output rod 17 is then connected to the brakesystem 4 by a brake cable 4 a, two electrical connections 3 a are madewith the control circuit 3 a, 3 b, and depending on the drive system,the accelerator pedal 12 may be coupled directly to the motor 2. Afterthese items are connected, an upper body panel 8, including floorboards9, may be placed around and partially over the modular pedal assembly 10and connected with the underbody 6. As illustrated, the floorboards 9cover and protect the cables and electrical components of the modularpedal assembly 10 from the environment. Returning to FIG. 2, in thefully assembled state only a portion of the pedals and a debris shield21 of the modular pedal assembly 10 are exposed to the environment.

Although the pedal assembly 10 is illustrated as being mounted on thefloor of a vehicle 1, the pedal assembly 10 may be mounted in otherareas such as the inclined area between the floorboard and the dash ofthe vehicle 1. As discussed above and shown in FIGS. 6-11, the modularpedal assembly 10 has a base 11 and a plurality of pedals coupled to thebase 11, which may include any combination of an accelerator pedalassembly 12, a service brake pedal assembly 13, a parking brake pedalassembly 14, clutch pedal, or any other appropriate vehicle pedal.Although the illustrated embodiment comprises an accelerator pedalassembly 12, a service brake pedal assembly 13, and a parking brakepedal assembly 14, it should be noted that the parking brake pedal 14 isnot necessary for all applications.

The pedals may be coupled to the base 11 by one or more moveableconnections, such as a pivot. The accelerator pedal 12 is coupled to thebase 11 by a first pivot 19 and the service brake 13 and parking brake14 are coupled to the base 11 by a second pivot 20. Although twoseparate pivots are used in the embodiment illustrated in the figures,other embodiments may use more or less pivots then illustrated. Forexample, some embodiments may use a single pivot for two or more pedals.

Referring to FIGS. 6-10 and 12, the illustrated accelerator pedal 12 hasa shaft portion 64 that substantially surrounds and couples to the pivot19. The pivot 19, as illustrated, is secured to the accelerator shaft 64to rotate with the accelerator 12 when the accelerator 12 is actuated.Although not illustrated, the shaft 64 may be secured to the pivot by afastener, a male/female connection, a force fit, a friction fit,adhesive, and the like. Furthermore, the accelerator pedal 12 does notneed to be secured to the pivot 19 in all embodiments. For example, insome embodiments, the shaft portion 64 pivots with respect to the pivot19 (structure not shown). Returning to the illustrated embodiment of theaccelerator pedal assembly 12, portions of the pivot 19 are coupled tothe base 11 via a bracket 40 on the base 11. Although not illustrated,these portions of the pivot 19 may rest in bearings mounted to thebracket 40. As best illustrated in FIGS. 9 and 10, a portion of thepivot 19 extends beyond the bracket 40. This portion of the pivot 19rotates as the accelerator 12 is actuated. As will be discussed ingreater detail below, this portion of the pivot 19 is coupled to acontrol output regulator 16.

Another portion 65 of the accelerator 12 is coupled to one or morebiasing members 18. In some embodiments, the biasing member also has adamper member. The biasing members 18 as illustrated in FIG. 6 are alsocoupled to the base 11. This structure allows the accelerator pedal 12to be biased toward the initial or unactuated position P_(A1). Thus,when the accelerator pedal 12 is actuated, the biasing members 18 exerta force against a portion 65 of the accelerator pedal 12 and create atorque on the pedal 12 to bias the pedal 12 toward the unactuatedposition.

The brake pedal assembly 13 is also coupled to a pivot 20. Much like theaccelerator assembly 12, the pivot 20 of the brake pedal assembly 13 mayeither be rigidly fixed to the base 11 or may be fixed to the pedalassembly 13 and rotate within the base 11. If the pivot 20 is fixed topedal assembly 13 and rotates relative to the base 11, a bearing may bemounted to the base 11 to reduce the force required to actuated thepedal 13 and to eliminate wear.

As best illustrated in FIGS. 5-10 and 14-16, the service brake pedal 13and the parking brake pedal 14 are disposed adjacent to one another.Each pedal has an arm 74, 81 that extends from the foot actuated portion73, 80 of the assembly 13, 14 to a shaft 75, 83. In the illustratedembodiment, the arm 81 of the parking brake pedal 14 is nested withinthe arm 74 of the service brake 13. As such, actuation of the servicebrake pedal 13 alone causes the parking brake pedal 14 to move with theservice brake pedal 13 relative to the base 11, but not relative to theservice brake pedal 13. The parking brake pedal 14, however, may bepartially actuated with respect to the service brake pedal 13 and thebase 11 without causing actuation of the service brake pedal 13. After acertain range of motion though, the parking brake pedal 14 hits anabutment 79 on the service brake pedal 13 causing the service brakepedal 13 to move with it. As will be discussed in greater detail below,further actuation of the parking brake pedal 14 (once it hits theabutment 79 on the service brake pedal 13) causes the service brakepedal 13 to actuate and the parking brake to engage.

Since the parking brake pedal 14 always moves upon actuation of theservice brake pedal 13, a biasing member 18 may be coupled to theparking brake pedal 14 to bias both pedals 13, 14 toward the unactuatedposition. In other embodiments, it may be desirable to use a separatebiasing member for each pedal. One or more portions 77 of the brakepedal assemblies 13, 14 may be coupled to one or more output members,such as output rod 17. These output members may be coupled to a brakingsystem of a vehicle 1 once the modular pedal assembly 10 is mounted onthe car 1.

As illustrated in FIGS. 5-7, a control output regulator 16 is preferablymounted to the base 11 of the pedal assembly 10. The control outputregulator 16 is also coupled to the portion of the accelerator pedalassembly 12. The control output regulator 16 has a housing 24 or 34 thatcouples to the base 11 and supports at least one and preferably twosensors 15 disposed within the housing 24, 34, respectively. The sensors15 are positioned within the housing 24 or 34 to sense actuation of theaccelerator pedal 12. Since a portion of the accelerator pivot 19extends within the housing 24 or 34 of the control output regulator 16,the sensors 15 preferably detect rotation of the pivot 19. The controloutput regulator 16 communicates with the drive system of the vehicle 1indicating whether the accelerator pedal 12 is actuated. In someembodiments, the control output regulator 16 also communicates with thedrive system the amount of angular displacement d_(A) by which theaccelerator pedal 12 is actuated or displaced.

As discussed above, the modular pedal assembly 10 may be used on avehicle 1 having either an electric drive system or gas drive systemwith only minimal modifications. The base 11 and pedals may be identicalfor both electric drive and gas drive vehicles 1. Vehicles 1 having anelectric drive system utilize a motor control output regulator 23, whilegas drive systems utilize a gas control output regulator 33. The motorcontrol output regulator 23 and the gas control output regulator 33 aregenerally similarly constructed, such that either regulator 23, 33 maybe connected with the remaining components of the modular pedal assembly10, which are generally identical in both constructions. Thus, themodular pedal assembly 10 described embodiment requires very minormodifications and relatively few alternative parts to adapt for use witheither electric or gas motors 2. As will be discussed below, the maindifference between the different types of control output regulators isthe type of sensors 25, 26, 35, 36 utilized within the housing 24, 34.

As discussed above, the motor control output regulator 23 is used with avehicle 1 having an electric drive system including an electric motor28, a battery 31 and a controller 27. The motor control output regulator23 has a housing 24 that is adapted to couple with the base 11. Thehousing 24 also receives a portion of the accelerator pivot 19 andhouses at least one and preferably two sensors 15. In the embodimentillustrated in FIG. 11A, two sensors 25, 26 are contained within thehousing 24. The first sensor 25 is a limit switch, which sensesactuation of the accelerator pedal 12 and is operatively coupled withthe controller 25 such that the controller 27 is “turned-on” when thepedal 12 displaces from the initial position P_(1A). Once the limitswitch 25 senses actuation of the accelerator pedal 12 from the at rest,unactuated state, it sends a signal to a controller 27. Upon receiving asignal from the motor control output regulator 23, the controller 27 is“turned-on” and enabled to send a signal to the motor 28. If thecontroller 27 does not receive a signal from the limit switch 25, thecontroller 27 is in an off state and thus unable to send a signal to theelectric motor 28.

The illustrated motor control output regulator 23 also has a secondsensor 26 within the housing 24. The second sensor is preferably avariable resistor or potentiometer, which senses the amount of actuationor angular displacement d_(A) of the accelerator pedal 12. The secondsensor 26 also communicates with the controller 27 and is preferablyconfigured to generate and transmit a variable signal to the controller27 that is generally proportional to the angular displacement d_(A)(FIG. 29) of the accelerator pedal 12.

For example, in one embodiment where the second sensor 26 is a variableresistor such as a potentiometer, the potentiometer 29 preferably sendsa variable voltage to the controller 27 to indicate the amount that theaccelerator 12 is actuated. In one particular embodiment, for example,the potentiometer 29 may be designed to send zero (0) volts to thecontroller 27 when the accelerator pedal 12 is in the unactuated, atrest state (i.e., located at the initial position P_(A1)) and up to five(5) volts when the accelerator pedal 12 is in the fully actuated state,i.e., located at the maximum travel position P_(A2). If, however, theaccelerator pedal 12 is actuated halfway between the at rest, unactuatedstate and the fully actuated state, the potentiometer 29 sends a signalhaving a magnitude of around two and one-half (2½) volts to thecontroller 27. As illustrated, the voltage sent to the controller 27varies with the angular displacement d_(A) or position of theaccelerator pedal 12. Once the controller 27 receives both signals fromthe sensors 25, 26, it may then send a signal to the motor 28 of thevehicle 1. The signal may be a variable signal, such aspulse-width-modulation or the like. Upon receiving the signal fromcontroller 27, the motor 28 may then accelerate or deceleratecorresponding to the amount the accelerator pedal 12 is actuated.

As previously mentioned, the gas control output regulator 33 ispreferably constructed generally similarly as the electric controloutput regulator 23. As such, either control output regulator 23, 33 maybe mounted to the base 11 of a stock modular pedal assembly 10 dependingupon the type of drive system utilized. The gas control output regulator33 has a housing 34 that is adapted to be received upon the base 11. Thehousing also contains one or more sensors 35, 36 to sense the positionof the accelerator pedal 12.

As discussed above, the embodiment of the gas control output regulator33 illustrated in FIG. 11B contains two limit switches 35, 36. The firstlimit switch 35 is part of a control circuit 3 that includes a startercircuit with a solenoid 39 operatively coupled with the starter motor ofthe engine 37. The first limit switch 35 is a normally open state whenthe accelerator pedal 12 is in the at rest, unactuated state (i.e.,located at the initial position P_(A1)). Since the first limit switch 35is in a normally open state, the first circuit has a normally opencondition. However, upon actuation of the accelerator pedal 12, thefirst sensor 35 closes the circuit and sends a signal to the solenoid 39to enable the engine 37 to start idling. The accelerator pedal 12 alsohas an output member, such as a throttle cable 43 a connected with thecarburetor 43 of the engine 37, to directly control the amount ofacceleration and deceleration of the vehicle 1 corresponding to theamount the accelerator 12 is actuated.

The second limit switch 36 is preferably housed within the gas controloutput regulator 33 as illustrated. The second switch 36 is electricallyconnected with the magneto 41 connected with the spark plug(s) of theengine 37. The second switch 36 has a normally closed state when theaccelerator pedal 12 is in the at rest, unactuated state (i.e., locatedat the initial position P_(A1)). When the switch 36 is in the closedstate, it grounds the magneto 41 and kills the spark to the spark plugs.As such, the engine 37 does not idle when the accelerator pedal 12 is inthe at rest, unactuated state. However, upon actuation of theaccelerator pedal 12, the second switch 36 opens the portion of thecontrol circuit 3 containing the magneto 41. With the second switch 36open, the magneto 41 is no longer grounded and the spark plugs maygenerate a spark. Thus, the engine 37 may idle and drive the vehicle 1depending upon the amount of actuation of the accelerator pedal 12.

Another independent aspect of the present invention is a parking brakeassembly. Although this assembly is shown in many of the figures, it isbest illustrated in FIGS. 10 and 12-27. As is well know in the vehicleindustry, the parking brake may keep the vehicle 1 from rolling withrespect to the ground. In the present embodiment, the parking brake isengageable upon actuation of the parking brake pedal 14 with respect tothe service brake pedal 13. As previously described, the parking brakepedal 14 may be actuated independently of the service brake pedal 13through a limited range of motion. However, after a the limited range ofmotion, further actuation of the parking brake pedal 14 may causeactuation of the service brake pedal 13 due to contact between theparking brake pedal 14 and an abutment 79 on the service brake pedal 13.It is the actuation of the service brake pedal 13 while the parkingbrake pedal 14 is actuated relative to the service brake pedal 13 thatcauses the parking brake to engage. Once the parking brake is engaged,actuation of the accelerator pedal 12 may cause disengagement of theparking brake.

The parking brake illustrated comprises a parking brake engagementassembly 44 including a carriage 45 coupled to the base 11 and anengagement element or pawl 50 coupled to the carriage 45. Theillustrated carriage 45 comprises a plurality of rods 46 and one or morebrackets 47 interconnecting the rods 46. One of the rods 46 that couplesthe carriage 45 to the base 11 defines a first pivot point 57 for thecarriage 45. The entire carriage 45 is pivotable about this point withrespect to the base 11. The engagement element 50 is pivotally coupledto another rod 46 defining a second pivot point 58. This rod 46 definingthe second pivot point 58 is also coupled to a lever 49. The lever 49 isadjacent to the carriage 45 and capable of pivoting independently of thecarriage 45 about the second pivot point 58. As will be described ingreater detail below, pivotal movement of the lever 49 with respect tocarriage 45 may cause the engagement element 50 to pivot about thesecond pivot point 58.

The carriage 45, as illustrated in FIG. 10, is biased by a spring 48toward the brake pedal assembly 13. The parking brake engagementassembly 44 also comprises a toothed portion or gear 53 coupled to thebrake pedal assembly 13 and an arm 52 coupled to the brake pedalassembly 13. The toothed portion 53 of the brake pedal assembly 13 isdesigned to selectively engage the engagement element 50 on the carriage45 in the engaged state of the parking brake. The toothed portion 53 andthe engagement element 50 may be designed to resist disengagement, asillustrated, to prevent unintentional disengagement of the parkingbrake. Thus, when the engagement element 50 is engaged with the toothedportion 53 of the brake pedal assembly 13, the parking brake is engagedor “on.” However, if the engagement element 50 is not engaged with thetoothed portion 53 of the brake assembly 13 the parking brake is not on.

The carriage 45 (which includes the engagement element 50) is biasedtowards the brake pedal assembly 13, 14 (which includes the toothedportion 53). Thus, without an apparatus to keep the engagement element50 separate from the toothed portion 53, the engagement element 50 wouldengage the toothed portion 53 upon actuation of the service brake pedal13 during normal driving conditions and unintentionally engage theparking brake. Therefore, a moveable arm 52 is coupled to the brakepedal assembly 13, 14 to control the position of the engagement element50 with respect to the toothed portion 53 and prevent unintentionalengagement.

The arm 52 has a first position that prevents engagement of theengagement element 50 with the toothed portion 53 and a second positionwhich allows engagement between the engagement element 50 and toothedportion 53. In the first position, the arm 52 allows actuation of theservice brake pedal 13 without the parking brake engaging. In the secondposition of the arm 52, however, engagement between the engagementelement 50 and the toothed portion 53 during actuation of the servicebrake pedal 13 is enabled. The position of the arm 52 is controlled bythe parking brake pedal 14. The arm 52 stays in the first position toprevent engagement of the parking brake while the parking brake pedal 14is not sufficiently actuated with respect to the service brake pedal 13.Sufficient actuation of the parking brake pedal 14 with respect to theservice brake pedal 14 places the arm 52 in the second position andenables engagement of the parking brake. Movement of the arm 52 iscaused by the relative motion between the pedals 13, 14. The relativemotion of the parking brake pedal 13 with respect to the service brakepedal 14 causes a torque on the arm 52. In the illustrated embodiment,the arm 52 is coupled to the service brake pedal 13 by a first pin 60and coupled to the parking brake pedal 14 by a second pin 55. Thus therelative motion between the two pedals 13, 14 causes a torque on the arm52.

In some embodiments, the arm 52 has a cammed surface on it and thecarriage has a roller 51 adjacent the engagement element 50. Thus, theroller 51 rides on the cammed surface in the first position of the arm52 and the parking brake is prevented from engaging. The roller 51 doesnot sufficiently engage the cam surface of the arm 52 in the secondposition of the arm 52 to prevent the parking brake from engaging.

Once the parking brake is engaged it may be released upon actuation ofthe accelerator pedal 12. As illustrated in FIG. 12, a pin 54 is coupleto a portion of the accelerator pedal assembly. When the parking brakeis engaged, the lever 49 coupled to the carriage 45 abuts this pin 54and is biased towards the pin 54. The lever 49 is pivotally coupled tothe carriage 45 about the second pivot point 58 and pivotable about thesecond pivot point 58 independent of the carriage 45. Without the lever49 abutting the pin 54, the parking brake could disengage due to atorque placed on the engagement element 50 by the toothed portion 53.Thus, when the pin 54 is moved away from the lever 49 (by actuation ofthe accelerator) the torque placed upon the engagement element 50 fromtoothed portion 53 coupled to the brake assembly 13 may cause theengagement element 50 to pivot about the second pivot point 58 and theparking brake to release.

As shown if FIGS. 23 and 27B, upon substantial actuation (4 degrees inthe illustration) of the accelerator pedal 12, the lever 49 no longerabuts the pin 54. Thus, the engagement element 50 is able to pivot aboutthe second pivot point 58 to release the parking brake. As mentionedabove, the engagement element 50 may be caused to pivot about the secondpivot point 58 by the torque placed upon it from the parking brakeassembly, from bias elements 48 coupled to the carriage 45, or anycombination thereof.

The operation of the parking brake assembly will now be discussed withreference to FIGS. 24-27. FIG. 24 shows a parking brake assembly in thedisengaged state. In other words, the parking brake is not engaged. Asillustrated, the carriage 45 has a first pivot point 57, a second pivotpoint 58, and an engagement element or pawl 50 attached to the carriage45 at the second pivot point 58. An arm 52 is coupled to the brake pedalassembly 13, 14 and engages a portion of the carriage 45 to prevent theparking brake from engaging. FIG. 25A shows the assembly illustrated inFIG. 24 with several parts removed for the sake of clarity. This figurealso shows the service brake pedal 13 actuated. As previously discussed,actuation of the service brake pedal 13 also causes actuation of theparking brake pedal 14. However, the parking brake pedal 14 is notactuated with respect to the service brake pedal 13 in this figure.Thus, although the arm 52 is actuated relative to the base 11, the arm52 stays in the first position illustrated in FIG. 24 with respect tothe pedals 13, 14 and prevents the engagement element 50 from engagingthe toothed portion 53 due to a roller 51 on the carriage 45 riding on acam surface of the arm 52.

Referring to FIG. 25B, however, shows the service brake pedal 13actuated and the parking brake pedal 14 actuated with respect to theservice brake pedal 13. As such, the arm 52 pivots (with respect to thepedals) to the second position shown in this figure and enables theparking brake to engage. With the parking brake engaged, a projection 59on the engagement element 50 engages the toothed portion 53 and holdsthe service brake pedal 13 in the actuated position. Thus, thisillustration shows the parking brake in the engaged position. FIG. 26also illustrates the parking brake in the engaged position with severalparts, such as the arm 52 and roller 51 removed for clarification. FIG.27A is similar to FIG. 25B, however, it further illustrates the pin 54on the accelerator 12, which prevents the engagement element 50 frombeing torqued out of engagement with the toothed portion 53.

Finally, FIG. 27B illustrates the accelerator 12 actuated by about fourdegrees from the at rest, unactuated or initial position P_(B1). Assuch, the pin 54 on the accelerator 12 no longer abuts the lever 49adjacent the carriage 45. Thus, as illustrated, the engagement element50 is capable of rotating about the second pivot point 58 to begindisengaging the parking brake. Although not illustrated in this figureor any other figures, the engagement element 50 would continue to rotateabout the second pivot point 58 and completely disengage the parkingbrake.

The brake system 4 may also include an infrared switch 88 or othernon-contact sensor to detect actuation of the brake pedal assembly 13.This switch 88 may be coupled to the brake lamps 8 to indicate whetherthe brake pedal 13 is actuated. The switch may have a receiver 90 and atransmitter 89 communicating with the receiver 90. Any change in thestate of the message received by the receiver 90 indicates that thestate of the brake pedal 13 has changed.

The brake lamp switch 8 in some embodiments is a solid stateconstruction, with the switch attached to the base 11 of the pedalassembly 10. A shutter 92 is attached to the service brake 13 andmoveable with the service brake 13. As the service brake 13 is actuated,the shutter 92 moves within a groove in the switch housing 88. In someembodiments, the switch 88 may have positive switching circuitryincluding a normally open state. Thus, when the shutter 92 disrupts theinfrared beam or communication between the transmitter 89 and thereceiver 90, the circuit closes and the brake lamps 8 are illuminated.Furthermore, movement of the pedal 13 back to the unactuated state wouldmove the shutter 92 and discontinue output of the brake lamps 8.

Since the parking brake pedal 14 and the service brake pedal 13 arearranged in some embodiments to be driven together, either brake pedalmay actuate the light switch 88. As the infrared switch 88 is anon-contact switch, wear is eliminated. The switch 88 may allow thebrake lamps 8 to be illuminated while the vehicle 1 is in the parkedcondition. The brake lamp illumination system may be equipped with atimer 91 to provide illumination of the brake lamps 8 when the car isparked. The timer 91 may be programmed to allow the brake lamps 8 to beilluminated for a predetermined period of time while the parking brakeis engaged. A period of several minutes, such as four minutes forexample, is reasonable to avoid dangerous situations, but yet preservesbattery life of the vehicle 1. Once timed out, the brake lamps 8 may nolonger be illuminated without another input into the system, such asre-actuation or further actuation of the brake pedal 13.

The embodiments described above and illustrated in the figures arepresented by way of example only and are not intended as a limitationupon the concepts and principles of the present invention. As such, itwill be appreciated by one having ordinary skill in the art that variouschanges in the elements and their configuration and arrangement arepossible without departing from the spirit and scope of the presentinvention. For example, various alternatives to the features andelements of the assemblies are described with reference to a particularreferenced assembly. With the exception of features, elements, andmanners of operation that are mutually exclusive to or are inconsistentwith each illustrated embodiment described above, it should be notedthat the alternative features, elements, and manners of operationdescribed with reference to each of the assemblies are applicable to theother embodiments. Additionally, the infrared switch 88 and/or the timer91 described above may be coupled to a vehicle in a conventional mannerindividually or as a modular unit. Similarly, the parking brakeengagement assembly 44 discussed above may be mounted to a vehicle 1 ina conventional manner individually, may be mounted to a vehicle as amodular parking brake assembly, or may be mounted to a vehicle 1 as partof a modular pedal assembly 10. Furthermore, although the embodimentsdiscussed above are illustrated and referenced with regard to a vehicle,the teachings of the present invention apply equally to many types ofvehicles, including utility vehicles.

1. A modular pedal assembly for use with a vehicle, the vehicleincluding a motor, a control circuit operatively connected with themotor, and a brake assembly, the pedal assembly comprising: a baseremovably connectable with the vehicle; a brake pedal movably coupledwith the base and operatively coupleable with the brake assembly; anaccelerator pedal movably coupled with the base so as to be displaceablebetween a first position and a second position and operativelycoupleable with one of the motor and the control circuit; and a sensorconfigured to sense displacement of the accelerator pedal andelectrically connectable with the control circuit such that the circuitat least one of regulates the motor and operates the motor when thesensor senses displacement of the accelerator pedal.
 2. The modularpedal assembly as recited in claim 1 wherein the base is connectablewith the vehicle to connect the entire modular pedal assembly to thevehicle and the base is alternatively removable from the vehicle toremove the entire modular pedal assembly from the vehicle.
 3. Themodular pedal assembly as recited in claim 1 wherein: the brake pedal isdisplaceable between a first position at which the brake assembly isunactivated and a second position at which the brake assembly isactivated, the brake pedal being releasably lockable at the secondposition; and the accelerator pedal is operatively coupled with thebrake pedal such that when the brake pedal is locked at the secondposition, displacement of the pedal releases the brake pedal from thesecond position.
 4. The modular pedal assembly as recited in claim 1wherein: the motor is a selected one of an electric motor and aninternal combustion engine; the control circuit is a selected one anelectric motor control circuit configured for use with an electric motorand an engine control circuit configured for use with an engine; and thesensor is a selected one of a sensor configured for use with an electricmotor and a sensor configured for use with an internal combustionengine.
 5. The modular pedal assembly as recited in claim 1 wherein thesensor is disposed within a housing removably connected with the base soas to position the sensor generally proximal to the accelerator pedal.6. The modular pedal assembly as recited in claim 1 wherein: the motoris an electric motor, the vehicle includes a battery, and the controlcircuit is configured to regulate one voltage and current between thebattery and the motor; and the sensor is a variable resistor configuredto generate a signal proportional to a displacement of the acceleratorpedal from the initial position such that the control circuit adjuststhe one of the voltage and current to the motor to be generallyproportional to pedal displacement.
 7. The modular pedal assembly asrecited in claim 1 wherein the motor is an electric motor, the vehicleincludes a battery, and the control circuit is configured to regulateone voltage and current between the battery and the motor; and thesensor is a switch electrically connected with the controller such thatthe controller is turned-on when the pedal displaces from the initialposition and towards the second position.
 8. The modular pedal assemblyas recited in claim 1 wherein the the motor is an electric motor, thevehicle includes a battery, and the control circuit is configured toregulate one voltage and current between the battery and the motor; thesensor is a variable resistor configured to generate a signalproportional to a displacement of the accelerator pedal from the initialposition such that the control circuit adjusts the one of the voltageand current to the motor to be generally proportional to pedaldisplacement; and the modular pedal assembly further comprises a secondsensor disposed generally proximal to the accelerator pedal, the secondsensor being a switch electrically connected with the controller suchthat the controller is turned-on when the pedal displaces from theinitial position and towards the second position.
 9. The modular pedalassembly as recited in claim 1 wherein: the motor includes an internalcombustion engine and a starter motor and the control circuit includes astarter circuit with a solenoid operatively coupled with the startermotor; and the sensor is a switch electrically connected with thesolenoid such that the solenoid is electrically connected with thestarter motor when the pedal displaces from the initial position andtowards the second position.
 10. The modular pedal assembly as recitedin claim 1 wherein: the motor includes an internal combustion enginehaving at least one spark plug and the control circuit includes amagneto electrically coupleable with the spark plug; and the sensor is aswitch electrically connected with the magneto such that the magneto iselectrically coupled with the spark plug when the pedal displaces fromthe initial position and towards the second position.
 11. The modularpedal assembly as recited in claim 1 wherein: the motor includes aninternal combustion engine having at least one spark plug and a startermotor, the control circuit includes a starter circuit with a solenoidoperatively coupled with the starter motor and a magneto electricallycoupleable with the spark plug; the sensor is a switch electricallyconnected with the solenoid such that the solenoid is electricallyconnected with the starter motor when the pedal displaces from theinitial position and towards the second position; the modular pedalassembly further comprises a second sensor disposed generally proximalto the accelerator pedal, the second sensor being a switch electricallyconnected with the magneto such that the magneto is electrically coupledwith the spark plug when the pedal displaces from the initial positionand towards the second position.
 12. A modular pedal assembly mountableas a module upon a vehicle having a brake assembly and adaptable for useon a vehicle having either a gas engine or an electric motor drive, themodular pedal assembly having a mounted state in which the modular pedalassembly is mounted in the vehicle and an unmounted state, the modularpedal assembly comprising: a base adapted to be mounted in a vehicle inthe mounted state; a first pedal pivotally coupled to the base in theunmounted state of the modular pedal assembly and having a portioncoupled to the brake assembly in the mounted state of the modular pedalassembly; a second pedal pivotally coupled to the base in the unmountedstate of the modular pedal assembly and having a portion coupled to thedrive in the mounted state of the modular pedal assembly, the secondpedal having an unactuated state and an actuated state, the actuatedstate defined by pivotal movement of the second pedal with respect tothe base; and a control output regulator coupled to the second pedal inthe unmounted state of the modular pedal assembly and also electricallycoupled to the drive assembly in the mounted state of the modular pedalassembly, the control output regulator adaptable to be used withvehicles driven by gas engines and electrical motors, the control outputregulator having a sensor configured to detect the pivotal position ofthe second pedal and to communicate the position to the drive in themounted state of the modular pedal assembly.
 13. The modular pedalassembly as recited in claim 12, wherein the sensor is a first sensorand the control output regulator further includes a second sensorpositioned to detect the pivotal position of the second pedal and ableto communicate the position to the drive in the mounted state of themodular pedal assembly.
 14. The modular pedal assembly as recited inclaim 13, wherein the first sensor is a limit switch and the secondsensor is a potentiometer, the limit switch senses the state of thesecond pedal in the mounted state of the modular pedal assembly andcommunicates the state to the electrical motor drive, the potentiometersenses the state of the second pedal in the mounted state of the modularpedal assembly and communicates the state to the electrical motor driveby sending a voltage that varies with the position of the second pedal.15. The modular pedal assembly as recited in claim 13, wherein the firstsensor is a first limit switch and the second sensor is a second limitswitch, the first and second limit switches having an open and closedstate, the first limit switch senses the state of the second pedal inthe mounted state of the modular pedal assembly and communicates thestate to the gas engine drive via a first circuit, the second limitswitch senses the state of the second pedal in the mounted state of themodular pedal assembly and communicates the state to the gas enginedrive via a second circuit, the gas engine drive operable with the firstlimit switch closed and the second limit switch open and inoperable withthe first limit switch open and the second limit switch closed.
 16. Themodular pedal assembly as recited in claim 12, further comprising athird pedal pivotally coupled to the base in the unmounted state of themodular pedal assembly and having a portion coupled to the brakeassembly in the mounted state of the modular pedal assembly.
 17. Amethod of making a vehicle, comprising: fabricating a vehicle body;selecting a type of drive system for the vehicle, including selectingone of an electric motor and a gas engine; coupling one of an electricmotor and gas engine to the body corresponding to the type of drivesystem selected; coupling a brake system to the body; assembling amodular pedal assembly, including the steps of: providing a base;coupling a brake pedal to the base; coupling an accelerator pedal to thebase, the accelerator pedal having an unactuated state and an actuatedstate; selecting a control output regulator corresponding to the type ofdrive system selected, including selecting one of a gas control outputregulator and a motor control output regulator; and coupling the controloutput regulator selected to the accelerator pedal, the control outputregulator having a sensor to sense the state of the accelerator pedal;coupling the modular pedal assembly to the body; and coupling themodular pedal assembly to the drive system and to the brake system. 18.The method of making a vehicle as recited in claim 17, wherein: thesensor is a first sensor; the vehicle has an electric motor drive systemhaving a controller electrically coupled to the motor: the controloutput regulator further includes a second sensor; and the step ofcoupling the modular pedal assembly to the drive system furtherincludes: coupling the first sensor to the accelerator pedal and to thecontroller, the first sensor capable of sending a first signal to thecontroller indicating the position of the accelerator pedal; andcoupling the second sensor to the accelerator pedal and to thecontroller, the second sensor capable of sending a second signal to thecontroller indicating the position of the accelerator pedal, the secondsignal is a variable signal depending upon the amount of movement of theaccelerator pedal.
 19. The method of making a vehicle as recited inclaim 18, further comprising the steps of: forming a first circuitbetween the first sensor and the controller, the first circuit having anopen state when the accelerator pedal is in the unactuated state and aclosed state when the accelerator pedal is in the actuated state; andforming a second circuit between the second sensor and the controller,the second circuit having an open state when the accelerator pedal is inthe unactuated state and a closed state when the accelerator pedal is inthe actuated state, the controller being incapable of sending anelectric current to the motor if one of the first and second circuitsare open.
 20. The method of making a vehicle as recited in claim 17,wherein: the sensor is a first sensor; the vehicle has a gas enginedrive system; the control output regulator further includes a secondsensor; and the step of coupling the modular pedal assembly to the drivesystem further includes: coupling the first sensor to the acceleratorpedal and to the engine, the first sensor capable of sending a firstsignal to the engine indicating the position of the accelerator pedal;and coupling the second sensor to the accelerator pedal and to theengine, the second sensor capable of sending a second signal to theengine indicating the position of the accelerator pedal.
 21. The methodof making a vehicle as recited in claim 20, further comprising the stepsof: forming a first circuit between the first sensor and the engine, thefirst circuit having an open state when the accelerator pedal is in theunactuated state and a closed state when the accelerator pedal is in theactuated state; and forming a second circuit between the second sensorand the engine, the second circuit having an open state when theaccelerator pedal is in the actuated state and a closed state when theaccelerator pedal is in the unactuated state, the engine operable withthe first circuit closed and the second circuit open and inoperable withthe first circuit open and the second circuit closed.
 22. A vehiclemanufactured by: fabricating a vehicle body; selecting a type of drivesystem for the vehicle, including selecting one of an electric motor anda gas engine; coupling one of an electric motor and gas engine to thebody corresponding to the type of drive system selected; coupling abrake system to the body; assembling a modular pedal assembly, includingthe steps of: providing a base; coupling a brake pedal to the base;coupling an accelerator pedal to the base, the accelerator pedal havingan unactuated state and an actuated state; selecting a control outputregulator corresponding to the type of drive system selected, includingselecting one of a gas control output regulator and a motor outputregulator; and coupling the control output regulator selected to theaccelerator pedal, the control output regulator having a sensor to sensethe state of the accelerator pedal; coupling the modular pedal assemblyto the body; and coupling the modular pedal assembly to the drive systemand to the brake system.
 23. The vehicle manufactured in accordance withthe method of claim 22, wherein: the sensor is a first sensor; thevehicle has an electric motor drive system having a controllerelectrically coupled to the motor; the control output regulator furtherincludes a second sensor; and the step of coupling the modular pedalassembly to the drive system further includes: coupling the first sensorto the accelerator pedal and to the controller, the first sensor capableof sending a first signal to the controller indicating the position ofthe accelerator pedal; and coupling the second sensor to the acceleratorpedal and to the controller, the second sensor capable of sending asecond signal to the controller indicating the position of theaccelerator pedal, the second signal is a variable signal depending uponthe amount the accelerator pedal actuated.
 24. The vehicle manufacturedin accordance with the method of claim 23, further comprising the stepsof: forming a first circuit between the first sensor and the controller,the first circuit having an open state when the accelerator pedal is inthe unactuated state and a closed state when the accelerator pedal is inthe actuated state; and forming a second circuit between the secondsensor and the controller, the second circuit having an open state whenthe accelerator pedal is in the unactuated state and a closed state whenthe accelerator pedal is in the actuated state, the controller incapableof sending an electric current to the motor if one of the first andsecond circuits are open.
 25. The vehicle manufactured in accordancewith the method of claim 22, wherein: the sensor is a first sensor; thevehicle has a gas engine drive system; the control output regulatorfurther includes a second sensor; and the step of coupling the modularpedal assembly to the drive system further includes: coupling the firstsensor to the accelerator pedal and to the engine, the first sensorcapable of sending a first signal to the engine indicating the positionof the accelerator pedal; and coupling the second sensor to theaccelerator pedal and to the engine, the second sensor capable ofsending a second signal to the engine indicating the position of theaccelerator pedal.
 26. The vehicle manufactured in accordance with themethod of claim 25, further comprising the steps of: forming a firstcircuit between the first sensor and the engine, the first circuithaving an open state when the accelerator pedal is in the unactuatedstate and a closed state when the accelerator pedal is in the actuatedstate; and forming a second circuit between the second sensor and theengine, the second circuit having an open state when the acceleratorpedal is in the actuated state and a closed state when the acceleratorpedal is in the unactuated state, the engine operable with the firstcircuit closed and the second circuit open and inoperable with the firstcircuit open and the second circuit closed.
 27. A modular pedal assemblymountable as a module in a vehicle, the modular pedal assembly having amounted state in which the modular pedal assembly is mounted in thevehicle and an unmounted state, the modular pedal assembly comprising: abase adapted to be mounted in a vehicle in the mounted state; a brakepedal pivotally coupled to the base in the unmounted state of themodular pedal assembly; an accelerator pedal pivotally coupled to thebase in the unmounted state of the modular pedal assembly; and a parkingbrake assembly coupled to the base in the unmounted state of the modularpedal assembly, the parking brake assembly moveable between a coupledand uncoupled position with respect to the brake pedal, the parkingbrake assembly having: an engagement element, on the engagement elementat least one of a projection and a recess; at least one of the other ofthe projection and the recess on the brake pedal, the at least one ofthe projection and the recess on the engagement element selectivelyengageable with the at least one of the other of the projection and therecess on the brake pedal, engagement of the at least one of theprojection and the recess on the engagement element with the at leastone of the other of the projection and the recess on the brake pedaldefining the coupled position of the parking brake assembly; and an armcoupled to the brake pedal and having a first position and a secondposition with respect to the engagement element, the first position ofthe arm restricting engagement of the engagement element with the brakepedal and defining the uncoupled position of the parking brake assembly,the second position of the arm allows engagement of the engagementelement with the brake pedal defining the coupled position of theparking brake assembly.
 28. The modular pedal assembly as recited inclaim 27, wherein the arm is moveable from the first position to thesecond position due to actuation of a portion of the brake pedal. 29.The modular pedal assembly as recited in claim 28, wherein the portionof brake pedal is a parking brake pedal coupled to the brake pedal. 30.The modular pedal assembly as recited in claim 27, wherein the arm ismoveable from the second position to the first position due to movementof the accelerator pedal from the unactuated state to the actuatedstate.
 31. The modular pedal assemble as recited in claim 27, whereinthe brake pedal is a service break pedal and the parking brake assemblyfurther includes an parking brake pedal pivotally coupled to the base inthe unmounted state of the modular pedal assembly and having a portioncoupled to the braking assembly in the mounted state of the modularpedal assembly, the arm is moveable from the first position to thesecond position due to actuation of the parking brake pedal with respectto the service brake pedal.
 32. The modular pedal assembly as recited inclaim 27, wherein the arm of the parking brake assembly includes a camsurface and the parking brake assembly further includes a roller coupledto the engagement element, the cam engages the roller in the firstposition to restrict engagement of the engagement element with the brakepedal and the cam does not sufficiently engage the roller in the secondposition to enable engagement of the engagement element with the brakepedal.
 33. The modular pedal assembly as recited in claim 27, whereinthe at least one of the other of the projection and the recess on thebrake pedal includes a toothed surface on the brake pedal and the atleast one of the projection and the recess on the engagement elementincludes a projection on a pivotable pawl, the projection on the pivotalpawl selectively engageable with the toothed surface on the brake pedal.34. A parking brake assembly for a vehicle having a chassis, a brakepedal coupled to the chassis, and an accelerator pedal coupled to thechassis, the brake pedal and the accelerator each having an unactuatedstate and an actuated state, the parking brake assembly having a coupledposition with respect to the brake pedal in which movement of thevehicle is restricted and an uncoupled position with respect to thebrake pedal in which movement of the vehicle is enabled, the parkingbrake assembly comprising: an engagement element coupled to the chassisand moveable between an engaged and disengaged position with respect tothe brake pedal, the engagement element having at least one of aprojection and a recess; a portion of the brake pedal having at leastone of the other of the projection and the recess, the at least one ofthe projection and the recess on the engagement element selectivelyengageable with the at least one of the other of the projection and therecess on the brake pedal, engagement of the at least one of theprojection and the recess on the engagement element with the at leastone of the other of the projection and the recess on the brake pedal topartially define the coupled position of the parking brake assembly; andan arm coupled to the brake pedal and having a first position and asecond position with respect to the engagement element, the firstposition of the arm restricting engagement of the engagement elementwith the portion of the brake pedal and defining the uncoupled positionof the parking brake assembly, the second position of the arm allowingengagement of the engagement element with the portion of the brake pedalto partially define the coupled position of the parking brake assembly.35. The modular pedal assembly as recited in claim 34, wherein the armis moveable from the first position to the second position due tomovement of a second portion of the brake pedal from the unactuatedposition to the actuated position.
 36. The modular pedal assembly asrecited in claim 35, wherein the second portion of brake pedal is aparking brake pedal coupled to the brake pedal.
 37. The modular pedalassembly as recited in claim 34, wherein the arm is moveable from thesecond position to the first position due to movement of the acceleratorpedal from the unactuated state to the actuated state.
 38. The modularpedal assemble as recited in claim 34, wherein the parking brakeassembly further includes an parking brake pedal pivotally coupled tothe chassis and adjacent the brake pedal, the arm is moveable from thefirst position to the second position due to actuation of the parkingbrake pedal with respect to the brake pedal.
 39. The modular pedalassembly as recited in claim 34, wherein the arm of the parking brakeassembly includes a cam surface and the parking brake assembly furtherincludes a roller coupled to the engagement element, the cam engages theroller in the first position to restrict engagement of the engagementelement with the brake pedal and cam does not engage the roller in thesecond position to allow engagement of the engagement element with thebrake pedal.
 40. The modular pedal assembly as recited in claim 34,wherein the at least one of the other of the projection and the recesson the brake pedal includes a toothed surface on the brake pedal and theat least one of the projection and the recess on the engagement elementincludes a projection on a pivotable pawl, the projection on the pivotalpawl selectively engageable with the toothed surface on the brake pedalto prevent rolling motion of the vehicle.
 41. A method of assembling avehicle having a modular pedal assembly, the method comprising:fabricating a vehicle chassis; coupling a drive system to the chassis;coupling a brake system to the chassis; assembling a parking brakeassembly, including the steps of: providing a carriage; and coupling apawl to the carriage; assembling a modular pedal assembly, including thesteps of: providing a base; coupling a brake pedal to the base, thebrake pedal having a toothed portion for selective engagement with thepawl and an arm pivotally coupled to the brake pedal, the armselectively engageable with a portion of the parking brake assembly;coupling an accelerator pedal to the base, the accelerator pedal havingan unactuated state and an actuated state; positioning the parking brakeassembly adjacent the brake pedal and the accelerator pedal forselective engagement with the brake pedal and the accelerator pedal; andcoupling the parking brake assembly to the base for movement between anengaged position and a disengaged position with respect to the brakepedal; coupling the modular pedal assembly to the body as a module; andcoupling the modular pedal assembly to the drive system and to the brakesystem.
 42. The method as recited in claim 41, wherein the step ofassembling a parking brake assembly further includes coupling a rollerto the carriage, the arm selectively engageable with the roller.
 43. Amethod of controlling the movement of a vehicle with respect to theground, the method comprising: depressing a service brake pedal;actuating a parking brake pedal; moving an arm coupled to the parkingbrake pedal responsive to actuating the parking brake pedal with respectto the service brake pedal, the arm moved from a first position in whichthe arm prevents engagement of a pawl with a gear to a second positionin which the arm does not prevent engagement of the pawl with the gear;moving the pawl towards the service brake pedal responsive to moving thearm; engaging the pawl with the service brake pedal to prevent rollingmotion of the vehicle; depressing the accelerator pedal to enablerolling motion; pivoting the pawl with respect to the brake pedalresponsive to depressing the accelerator pedal; and disengaging the pawlfrom the service brake pedal responsive to pivoting the pawl.
 44. Themethod as recited in claim 43, further comprising the step of preventingrotation of the pawl with the accelerator following the step of engagingthe pawl with the service brake pedal.
 45. The method as recited inclaim 43, further comprising moving the arm to the first position toprevent engagement of the pawl with service brake pedal until theparking brake pedal is actuated following disengaging the pawl from thebrake pedal.
 46. A brake lamp illumination system for a vehicle having abraking system operable with a brake pedal, the brake pedal having anactuated state and an unactuated state, the brake lamp illuminationsystem comprising: a circuit having an open state corresponding to theunactuated state of the brake pedal and a closed state corresponding tothe actuated state of the brake pedal; a non-contact switch coupled tothe circuit and adjacent the brake pedal, the non-contact switch havinga transmitter and a receiver, the transmitter capable of communicatingwith the receiver with the brake pedal in the unactuated state andincapable of communicating with the receiver with the pedal in theactuated state; and a brake lamp coupled to the circuit, the lighthaving a non-illuminated state when the circuit is open and anilluminated state when the circuit is closed.
 47. The brake lampillumination system as recited in claim 45, further comprising a timercoupled to the brake lamp and able to change the state of the brake lampfrom the illuminated state to the non-illuminated state while thecircuit is closed for a predetermined period of time.
 48. The brake lampillumination system as recited in claim 45, wherein the non-contactswitch is an infrared switch.
 49. A brake lamp illumination system for avehicle having a braking system operable with brake pedal, the brakepedal having an actuated state and an unactuated state, the brake lampillumination system comprising: a switch adjacent the brake pedal, theswitch having an open state corresponding to one of the actuated stateand the unactuated state of the brake pedal and a closed statecorresponding to the other of the actuated state and the unactuatedstate of the brake pedal, movement of the brake pedal between stateschanges the state of the switch; a circuit having an open statecorresponding to the open state of the switch and a closed statecorresponding to the closed state of the switch; a brake lamp coupled tothe circuit, the light having a non-illuminated state when the circuitis open and an illuminated state when the circuit is closed; and a timercoupled to the brake lamp and able to change the state of the brake lampfrom the illuminated state to the non-illuminated state while thecircuit is closed for a predetermined period of time.
 50. The brake lampillumination system as recited in claim 49, wherein the switch is anon-contact switch having a transmitter and a receiver, the transmittercapable of communicating with the receiver with the brake pedal in oneof the actuated state and the unactuated state and incapable ofcommunicating with the receiver with the pedal in the other of theactuated state and the unactuated state.
 51. The brake lamp illuminationsystem as recited in claim 49, wherein the non-contact switch is aninfrared switch.
 52. A method of controlling the illumination of a brakelamp on a vehicle, comprising the steps of: providing a circuit betweena brake lamp and a non-contact switch adjacent a brake pedal; sending asignal within a non-contact switch from a transmitter to a receiver;actuating a brake pedal; preventing the signal from reaching thereceiver; closing the circuit responsive to preventing the signal fromreaching the receiver; and illuminating the brake lamp responsive toclosing the circuit.
 53. The method as recited in claim 52, furthercomprising the steps of: timing the period of illumination for the brakelamp; and preventing illumination of the brake lamp after apredetermined period of time.
 54. The method as recited in claim 52,wherein the step of preventing the signal from reaching the receiverfurther includes the substeps of: positioning a portion of the brakepedal between the transmitter and the receiver; and blocking the signalfrom receiving the receiver with a portion of the brake pedal.
 55. Themethod as recited in claim 52, further comprising the steps of:returning the brake pedal to the unactuated state; allowing the signalto reach the receiver: opening the circuit; and preventing illuminationof the brake lamp by returning the pedal to the unactuated state.
 56. Amethod of controlling the illumination of a brake lamp on a vehicle,comprising the steps of: providing a circuit between a brake lamp and aswitch adjacent a brake pedal; actuating a brake pedal; closing theswitch by actuating the brake pedal; closing the circuit responsive toclosing the switch; illuminating the brake lamp responsive to closingthe circuit; timing the period of illumination for the brake lamp; andpreventing illumination of the brake lamp after a predetermined periodof time.
 57. The method as recited in claim 56, wherein the switch is aninfrared switch having a transmitter and a receiver and the step ofclosing the switch by actuating the brake pedal further comprisespreventing the transmitter from communicating with the receiver with aportion of the brake pedal.